3 FR 47 DESCRIPTION FR 47 FRONT FACE FR 47 REAR FACE CABIN CABIN FR47Construction GneeralThe section 15 provides part of the passenger cabin in the upper region and, beneath the floor, the air conditioning, hydraulic and main landing gear bays, together with the integration structure for the center wing box.In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319.On the external surfaces, all around the wing profile attachment, provision is made for the belly fairing structure.COMPARISON WITH A321Section 15 of the A321 uses the same design principles as those employed for A320:- moving of emergency exits in section 14A/16A,- modified lower/upper lateral panels,- changes of wing root cruciform shape,- new thicknesses for most of the elements.COMPARISON WITH A319- deletion of one emergency exit.FR 47 REAR FACECABINCABINFR47Front side (LH)CENTER TANKWING TANKCABININSPECTED AREAMLG BAYWING TANKCENTER TANKMENUEXIT

4 PICTURE OF UNASSEMBLED PART GIVEN FOR BETTER UNDERSTANDINGPOSSIBLE DAMAGEConstruction GneeralThe section 15 provides part of the passenger cabin in the upper region and, beneath the floor, the air conditioning, hydraulic and main landing gear bays, together with the integration structure for the center wing box.In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319.On the external surfaces, all around the wing profile attachment, provision is made for the belly fairing structure.COMPARISON WITH A321Section 15 of the A321 uses the same design principles as those employed for A320:- moving of emergency exits in section 14A/16A,- modified lower/upper lateral panels,- changes of wing root cruciform shape,- new thicknesses for most of the elements.COMPARISON WITH A319- deletion of one emergency exit.FR47FRONT faceCRACKLH SIDE“A”FR47SIDE VIEW“A”CRACKCRACKLH SIDEFR47BACK face“A”PICTURE OF UNASSEMBLED PART GIVEN FOR BETTER UNDERSTANDINGFatigue cracks emanating from the upper radius and propagating through the frame 47MENUEXIT

5 INSPECTION AREAS KEEL DOUBLER EDDY CURRENT FR 47 FUSELAGE LH side FWDConstruction GneeralThe section 15 provides part of the passenger cabin in the upper region and, beneath the floor, the air conditioning, hydraulic and main landing gear bays, together with the integration structure for the center wing box.In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319.On the external surfaces, all around the wing profile attachment, provision is made for the belly fairing structure.COMPARISON WITH A321Section 15 of the A321 uses the same design principles as those employed for A320:- moving of emergency exits in section 14A/16A,- modified lower/upper lateral panels,- changes of wing root cruciform shape,- new thicknesses for most of the elements.COMPARISON WITH A319- deletion of one emergency exit.KEEL DOUBLERFUSELAGELH sideEDDY CURRENTWINGFWDFR 47KEEL DOUBLERMENUEXIT

6 INSPECTION AREAS NTM ULTRASONIC CABIN Click here to play again MENUConstruction GneeralThe section 15 provides part of the passenger cabin in the upper region and, beneath the floor, the air conditioning, hydraulic and main landing gear bays, together with the integration structure for the center wing box.In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319.On the external surfaces, all around the wing profile attachment, provision is made for the belly fairing structure.COMPARISON WITH A321Section 15 of the A321 uses the same design principles as those employed for A320:- moving of emergency exits in section 14A/16A,- modified lower/upper lateral panels,- changes of wing root cruciform shape,- new thicknesses for most of the elements.COMPARISON WITH A319- deletion of one emergency exit.ULTRASONICCABINClick hereto play againMENUEXIT

7 INSPECTION AREAS NTM KEEL DOUBLER LATERAL PANEL CABIN CTR TANKConstruction GneeralThe section 15 provides part of the passenger cabin in the upper region and, beneath the floor, the air conditioning, hydraulic and main landing gear bays, together with the integration structure for the center wing box.In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319.On the external surfaces, all around the wing profile attachment, provision is made for the belly fairing structure.COMPARISON WITH A321Section 15 of the A321 uses the same design principles as those employed for A320:- moving of emergency exits in section 14A/16A,- modified lower/upper lateral panels,- changes of wing root cruciform shape,- new thicknesses for most of the elements.COMPARISON WITH A319- deletion of one emergency exit.KEEL DOUBLERLATERAL PANELCABINCTR TANKWING TANKRIB1MENUEXIT

8 ACCESS EC INSPECTION - FAIRINGS REMOVED LH side KEEL DOUBLERConstruction GneeralThe section 15 provides part of the passenger cabin in the upper region and, beneath the floor, the air conditioning, hydraulic and main landing gear bays, together with the integration structure for the center wing box.In the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319.On the external surfaces, all around the wing profile attachment, provision is made for the belly fairing structure.COMPARISON WITH A321Section 15 of the A321 uses the same design principles as those employed for A320:- moving of emergency exits in section 14A/16A,- modified lower/upper lateral panels,- changes of wing root cruciform shape,- new thicknesses for most of the elements.COMPARISON WITH A319- deletion of one emergency exit.EC INSPECTION- FAIRINGS REMOVEDLH sideKEEL DOUBLERUS INSPECTIONLH sideFRAME 47FRAME 47WING TOP SURFACEInspection areaInspection areaFWD- FLOORS PANELS REMOVED- PIPES REMOVEDCABIN FLOORMENUEXIT

9 INSPECTION FLOW- CHARTEDDY CURRENTINSPECTIONUpper RegionIn the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319.FRAMESTypical frames in the pressurized area are only machined in their lower region, up to stringer 18 for frames 37, 43, 45 and 46 and up to stringer 8 for the emergency exit door frames. In their upper region these frames are formed from sheet metal.At the interface with sections 13/14 and 17, frames 35 and 47 are machined up to stringer 29.Frames 36 and 42, which provide attachment for the center wing box to the center fuselage, are completely machined.SKINS AND STRINGERSIn the upper region and in the landing gear bay area skin panels are chemically lilled and have riveted stringers. In addition a riveted machined doubler reinforces the emergency exits cut-outs.In the lower region, the panel riveted to the keel beam is integrally machined.L < 8 mm (0.314 in)CRACKL > 8 mm (0.314 in)ULTRASONICINSPECTIONSBRe-inspectionat xxx FCMENUEXIT

10 ULTRASONIC INSPECTION EDDY CURRENT INSPECTIONINSPECTION METHODSUpper RegionIn the upper region the structure incorporates the necessary reinforcements to allow for the installation of two type III emergency exits on each side, between frame 38 and 41 for A320 and none for A319.FRAMESTypical frames in the pressurized area are only machined in their lower region, up to stringer 18 for frames 37, 43, 45 and 46 and up to stringer 8 for the emergency exit door frames. In their upper region these frames are formed from sheet metal.At the interface with sections 13/14 and 17, frames 35 and 47 are machined up to stringer 29.Frames 36 and 42, which provide attachment for the center wing box to the center fuselage, are completely machined.SKINS AND STRINGERSIn the upper region and in the landing gear bay area skin panels are chemically lilled and have riveted stringers. In addition a riveted machined doubler reinforces the emergency exits cut-outs.In the lower region, the panel riveted to the keel beam is integrally machined.ULTRASONICINSPECTIONEDDY CURRENTINSPECTIONMENUEXIT

13 EDDY CURRENT INSPECTION EQUIPMENT AND MATERIALSUpper Region (cont’d)DetailsFrame 42 detailsA . The equipment used in the development of this procedure is as follows :(1) Instrument : LOCATOR Type UH from HOCKING(2) Probe : 206P4F, NFe, Shielded, 2MHz from HOCKING(3) Calibration Standard : Al 29A029 from HOCKINGNOTE :Any comparable Eddy Current equipment may be used provided that it satisfies the requirements of thisprocedure and is capable of resolving the reference slot in the calibration standard at the required level ofresolution.EQUIPMENT AND MATERIALSMENUEXIT

14 EDDY CURRENT INSPECTIONUpper Region (cont’d)DetailsFrame 42 detailsA . Set the required frequency (2 MHz).B . Use the calibration standard Al 29A029 to calibrate the instrument for lift off and zero,in accordance with the manufacturer’s instructions.C . Position the probe directly over the 1 mm (0.039 in.) slot in the calibration standardand adjust the instrument sensitivity so that the meter needle is at 100% of full scale.CALIBRATIONMENUEXIT

15 EDDY CURRENT INSPECTIONNTMUpper Region (cont’d)DetailsFrame 42 detailsClick hereto play again- Position the probe near to the inspection area and adjust lift-off and zero as necessary.- Carry out the inspection using the probe position and scanning movement as illustrated.INSPECTIONMENUEXIT

16 EDDY CURRENT INSPECTIONUpper Region (cont’d)DetailsFrame 42 detailsCRACKCRACKCRACK-A crack will be indicated by a sharp meter needle deflection to the right  25% of full scale.INSPECTIONMENUEXIT

19 ULTRASONIC INSPECTION -THE ULTRASONIC INSPECTION IS MADE IN 2 STEPS-RECORDING OF CRACKSTARTPOSITION IN THE RADIUSSTEP 1Upper Region (cont’d)DetailsFrame 42 detailsRECORDING OF CRACKDEPTH and ENDPOSITION IN THE FRAMESTEP 2GENERAL-THE ULTRASONIC INSPECTION IS MADE IN 2 STEPS-STEP 1 : RECORDING OF CRACK START POSITION IN THE RADIUSSTEP 2 : RECORDING OF CRACK DEPTH and END POSITION IN THE FRAMEMENUEXIT

20 STEP 1 ULTRASONIC INSPECTIONUpper Region (cont’d)DetailsFrame 42 detailsKEEL DOUBLERcrackReferenceRADIUSSTEP 1RECORDING OF THE CRACK START POSITION IN THE RADIUSThe principle is to locate the crack relative to a reference line, which is the projection ofthe keel doubler on the radiusMENUEXIT

21 ULTRASONIC INSPECTIONNTMLower fuselage AssemblyMAIN LANDING GEAR BAYAft of the center wing box, beneath the cabin floor, space is provided for the main landing gear wheels when retracted.Longitudinal structural continuity of the lower fuselage in this area is maintained by a keel beam which transmits the overall fuselage vertical bending loads. This beam is a box structure providing attachments for the main landing gear doors and door actuators. In its center region, the keel beam side walls are connected to the wing box aft lower panel.The pressure ceiling of the bay is constructed from 6 drop forged portal frames on the flange of which are riveted pressure resisting curved diaphragms.NTMClick hereto play again-Put the reference location tool PN 99A on the Keel Doubler and record(with a fine permanent pen) the position in the radius of the reference line mark.INSPECTIONMENUEXIT

22 ULTRASONIC INSPECTIONNTMLower fuselage AssemblyMAIN LANDING GEAR BAYAft of the center wing box, beneath the cabin floor, space is provided for the main landing gear wheels when retracted.Longitudinal structural continuity of the lower fuselage in this area is maintained by a keel beam which transmits the overall fuselage vertical bending loads. This beam is a box structure providing attachments for the main landing gear doors and door actuators. In its center region, the keel beam side walls are connected to the wing box aft lower panel.The pressure ceiling of the bay is constructed from 6 drop forged portal frames on the flange of which are riveted pressure resisting curved diaphragms.CRACKREFERENCE LINE MARKThe crack position on the radius will be determined relative to this reference line markMENUEXIT

23 ULTRASONIC INSPECTIONNTMLower fuselage AssemblyMAIN LANDING GEAR BAYAft of the center wing box, beneath the cabin floor, space is provided for the main landing gear wheels when retracted.Longitudinal structural continuity of the lower fuselage in this area is maintained by a keel beam which transmits the overall fuselage vertical bending loads. This beam is a box structure providing attachments for the main landing gear doors and door actuators. In its center region, the keel beam side walls are connected to the wing box aft lower panel.The pressure ceiling of the bay is constructed from 6 drop forged portal frames on the flange of which are riveted pressure resisting curved diaphragms.Click hereto play again-Place the transparency vernier PN 99A on the radius and adjust it’s position untilthe zero of the transparency vernier coincides with the crack origin on the back face of thefitting frameINSPECTIONMENUEXIT

24 ULTRASONIC INSPECTIONNTMLower fuselage AssemblyMAIN LANDING GEAR BAYAft of the center wing box, beneath the cabin floor, space is provided for the main landing gear wheels when retracted.Longitudinal structural continuity of the lower fuselage in this area is maintained by a keel beam which transmits the overall fuselage vertical bending loads. This beam is a box structure providing attachments for the main landing gear doors and door actuators. In its center region, the keel beam side walls are connected to the wing box aft lower panel.The pressure ceiling of the bay is constructed from 6 drop forged portal frames on the flange of which are riveted pressure resisting curved diaphragms.CRACKPOINT112LH RECORD SHEETPN 99AREFERENCE LINE MARKINSPECTION-Read on the transparency vernier the distance between the zero and the markedline and record this value on the “record sheet” (12 in this example)-This is Point 1-MENUEXIT

25 ULTRASONIC INSPECTION RECORDING OF CRACK DEPTH AND END POSITION.Lower fuselage Assembly (cont’d)DRECORDING OF CRACK DEPTH AND END POSITION.STEP 2MENUEXIT

28 ULTRASONIC INSPECTIONNTMKeel beam (cont’d)Click hereto play againCALIBRATIONA . Adjust the instrument for a 100 mm (3.937 in.) range transverse wave in Aluminum (10 divisions on the screen).B . Using the reference standard PN 99A , couple the search unit in line with the slot 1.C . Adjust the search unit position to obtain a maximum amplitude signal from the slot and adjustthe delay to position the maximum slot echo at 6 divisions on the time base line.MENUEXIT

29 ULTRASONIC INSPECTIONKeel beam (cont’d)100%+ 12 dBD . Adjust the instrument gain control to give a full screen height signal on the time base display.For the inspection: Increase the instrument gain control by an additional 12 dB.MENUEXIT

30 ULTRASONIC INSPECTIONNTMKeel beam (cont’d)PROCEDURE- The scanning will start pointing the search unit towards the radius direction, in orderto catch the crack at the origin. Then follow the crack, scanning inwards.(No template is used during this first scan)MENUEXIT

32 ULTRASONIC INSPECTIONNTMKeel beam (cont’d)Click hereto play againPROCEDUREThe end of the crack is when the signal drops at 15% FSHMENUEXIT

33 ULTRASONIC INSPECTION PROCEDURENTMKeel beam (cont’d)CRACK END AT 15% FSHCRACK END DIRECTIONPROCEDURENOTE THE SEARCH UNIT POSITION ON THE FITTING FRAMEMENUEXIT

34 ULTRASONIC INSPECTIONNTMKeel beam (cont’d)Click hereto play again-Put the search unit template in place and repeat the scanning.The search unit template enables the crack direction to be recorded when the signal drops at 15% (crack end).Note: It is recommended to cut the template to facilitate the scanning between holes A and BPROCEDUREMENUEXIT

35 ULTRASONIC INSPECTIONNTMKeel beam (cont’d)CRACK END AT 6.2ON TIME BASEPROCEDURERECORD THE END OF THE CRACK AT POSITION” X” ON THE TIME BASE (~6.2 in this example)MENUEXIT

36 ULTRASONIC INSPECTIONNTMKeel beam (cont’d)CONSTRUCTION DETAILSClick hereto play againPROCEDURE- Keeping the template in place with the fingers, remove the search unitMENUEXIT

37 ULTRASONIC INSPECTIONNTMSlanded panelsClick hereto play againPROCEDURE- Put the “LH Search unit position template” on top of the “Search unit template” using the 2 holes A and B to locate the positionThe “search unit position template” will enable the search unit position to be recorded relative to holes A and BMENUEXIT

38 ULTRASONIC INSPECTIONNTMSlanded panelsYZClick hereto play againPROCEDURE- Mark on the “search unit position template” both axes Y and ZMENUEXIT

41 ULTRASONIC INSPECTIONNTMSlanded panels (cont’d)YZClick hereto play againPROCEDURE-Place the “record sheet LH” on top of the “search unit position template”-Extend the Y axis on the “record sheet” to report distance “d”MENUEXIT

43 ULTRASONIC INSPECTIONNTMSlanded panels (cont’d)XClick hereto play again6.2PROCEDUREOn the reference standard,- Couple the search unit to be in line with the slot 2.- Adjust the search unit position to get the slot signal at the same “x” position on the CRTscreen time base recorded ( 6.2 in our example )MENUEXIT

44 ULTRASONIC INSPECTIONSlanded panels (cont’d)6.26.2CRACK ENDON TIME BASEPROCEDUREThe search unit position on the reference standard,corresponds to the samelocation on the frame (I.e 6.2 )MENUEXIT

45 ULTRASONIC INSPECTIONSlanded panels (cont’d)NTMClick hereto play againPROCEDUREMeasure the distance “ d” from the search unit to the slotMENUEXIT

46 ULTRASONIC INSPECTIONNTMSlanded panels (cont’d)dPROCEDUREThe distance “ d” to be reported on the “ Record sheet” is 53 mm in this exampleMENUEXIT

47 ULTRASONIC INSPECTION -Report this value on the record sheetSlanded panels (cont’d)Click hereto play againPROCEDURE-Report this value on the record sheetThis is point 2MENUEXIT